Traction rail anchors



Aug. 15, 1961 N. K. Mosx-:s

TRAcTroN RAIL ANcHoRs Filed Aug. 29. 1952 STANDARD STEEL TIE PLATE INVBNTQR -Nelson K.

'DRACTIONlRAIL ANCHORS r Moses, Ashtabula, Ohio, assignor to Railroad Rubber Products, Inc., a corporation of Florida Filed Aug. 29, '1952, Ser. No. 307,078 4 IClaims. (Cl. 23S- 283) This invention relates to improvements in rail-tie units having a rubber pad between the tie and the tie plate as well as between the tie plate and rail, and to rail-tie units consisting solely of av single rubber pad.

Field of invention It has for many years been standard practice to supA port rails by mounting them upon steel tie plates placed upon wooden cross ties and spiking the rail and tie plates to one another and to the cross tie. The rail-tie units so constructed have been -subject to many diiculties and inadequacies, foremost among which has been the inl `ability of the rail-tie unit to withstand, distribute and jUnited States Patent transverse to the rails along thev cross ties, resulting in -change and non-uniformity of the gaugeof -the track.

As a result, track maintenance has beenunduly expensive.

l Objects y l It is an object of the present inventionV to distribute y It is a further object of the invention to provide a rubber tie pad having surface irregularities on both the upper 'and lower surfaces thereof which will anchor, the pad 'surface ofthe cross tie to prevent motion of the tie plate along the length of the cross tie.

' It is also an object of the invention to provide a rubber tie pad which will extend tie life, absorb shock, impact as described herein between ythe tie plate and the cross ,l

' 'to the under surface of the tie plate and to the upper I 2 and vibration, transmit track loads over a greater tie area, l

'seal out abrasive grit and water, reduce tie abrasion and splitting, stabilize subgrade firmness, stop spike loosening, reduce frictional 'wear, reduce winter maintenance and shirnrriing,l and generally permit travel over the rails with greater safety and comfort at higher speeds, together i 4with lower track maintenance costs.

It i-s alsov an object of the invention4 to provide arfail abrasion pad having surface irregularities on both th'e upper and lower surfaces thereof to'anchor the pad against the-under surface of vthe base ange of the rail i' and against the upper surface of the tie plate to thereby prevent longitudinal creeping of the rail with respect to the tie plate. l Y

It is also an object of the invention to provide a rail abrasion pad which will function to cushion out impacts, 4

vibrations and shocks at their point of origin (the base of the4 rail), as well as to reduce corrosion, electrolysis, abrasion and fracture of rails, and to generally permit rail travel with greater safety and comfort at higher speeds and with lower track maintenance costs# s r yof the rail and the top surface of the tie plate. -a pad made of natural rubber and possessing such irreg- 'ularities on both its upper and lower surfaces may also be unit of the present invention;

lice

It is also an object of the inventron to provide an anchor seal rail abrasion pad of substantially uniform cross'- section having surface irregularities on both the upper and lower surfaces thereof. The surface irregularities on the upper surface of such a pad may be used to bear against the under surface of the base of the rail to anchor the pad to the rail and prevent longitudinal creeping ofthe rail, and the surface irregularities on the lower surface of the pad may be used to bear against the cross tie to anchor the pad to the cross tie to thereby prevent motion of the pad along the length of the cross tie. v

Still further objects and the entire scope of applicability of the present invention will become apparent from the detailed description given hereinafter; it should be understood, however, that the detailed description, while indicating preferred embodiments of the invention, is given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description. General description The objects of the invention are realized by providing an anchor seal tie pad made of natural rubber and possessing irregularities as described on both its upper and lower surfaces, between the cross tie and the tie plate, by providing a rail abrasion pad made of naturalrubber and possessing irregularities as described on both its upper and lower surfaces between the lower surface of the base Such used between the lower surface of the base of the rail and the top surface of the cross tie.

The discussion which follows will best be understood with reference to the accompanying drawing wherein:

FIGURE 1 is a picture view of the assembled rail-tie AFIGURE 2 is a cross-sectional view through the as'- sembled rail-tie unit shown in FIGURE 1 taken alon FIGURE 3 is an exploded picture view showing the component parts of the rail-tie unit of the invention;

FIGURE 4 is a picture view on an enlarged scale o the rail abrasion pad of the invention; FIGURE 5 is a picture view on an enlarged scale o the anchor seal tie pad of the invention; and j vFIGURE 6 is an exploded picture view of another embodiment of the invention in which no tie plate is employed. y

Referring to the drawing, and to FIGURES l, 2 and 3 in particular, 10 is an ordinary wood railroad cross't'i'e set in ballast @11. Traction rail 12, of standard construcytion, is shown mounted upon tie plate 13 by means'o'f the cross tie 10 by means of spikes '15. l* The rail-tie unit has been shown with spikes employed in each of the spike-receiving apertures as in the tie plate. However, it should be understood that only a minimum num-ber of spikes are employed in the original installation of the rail-tie unit in accordance with conventional practice in the industry.

As can be seen from FIGURE 2, spikes 14 which fasten the rail 12 to the tie plate 13 pass through aper tures 16 in the tie plate 13 adjacent the rail abrasion pad 20, through the anchor seal tie pad 30 and then into the cross tie 10, the rail 12 being held down by contact `with the under surface 14a of the head of the spikes 14.

vsdewsepressure against the rails, there is a tendency for the rails to creep and Vspread and to force the tie to 4sink unevenly into the supporting ballast 1d.

. .With reference to FIGURES 3 andA of the drawing, it can be seen that the upper and lower surfaces of `the `rail abrasion pad `20 possess irregular surfaces generally designated as Z1 Vand 21', respectively. rThese surfaces taoaeae intheyform shown contain ridges 22 and '22', respectively,

-tion of the rail. The rail abrasion padv '20 is formed vthick side shoulders 25, having inner surfaces 26.

The distance between the inner surfaces 26 of the side shoulders is the same as the width of the tie plate '13, so that these inner surfaces will bear against the :side Vledges vof the tie plate 13, and lock the pad against longil.tudinal movement on the tie plate.

l With reference to FIGURES 3 and 5, the anchor vseal 4,tie pad v3l) is positioned between the upper surface of the tie 11-0 and the .lower surface of the .tie plate .13. The Aupper and lower surfaces, 3l and 32, respectively, .of lthe -Ianchor seal tie pad `30, are irregular and in the form shown contain .ridges .33 and 33', respectively, and def pressions 34 and 34'., respectively, shown in this embodiment as being grained to run in a direction genen ally parallel to the longitudinal direction .of the rail I The action of the rail abrasion pad 20 and the anchorlseal tie pad 30 to resist the creeping and rsidewise motion .of .the rail due to the -forces vplaced upon :it bythe motion of rolling stock upon the rail, is generally as .:fol, lows.

'. The under surface .of the base ange of the rail bears runs generally transverse to the longitudinal direction of the rail, while the irregular lower surface 41 of the pad has a grain which runs generally parallel to the longitudinal direction of the rail. I'he under surface of the base of the rail bears against the ridges 42 on the upper surface of the pad. 'Iheseridges 42 :transversely to the length of the rail and act to prevent longitudinal creeping of the respect to V.the pad. The upper surface of the cross-tie bears :against .the ridges 42 on the under surface -of'the pad. These ridges 42 run gen- .erally parallel to the length of the rail and act to prevent transverse displacement of the pad along the lcross V-Thie lanchor seal rail abrasion ypad n40 just described is usually thicker 'than either the rail abrasion pad 20 or the anchor seal tie pad 30 previously described, the thickness of the pad Aand its resiliency being designed with a view 'to conditions under which it is to be used, optimum results being yobtained when 'there is a /deecton under normal `load of about g inch. shown in FIGURE 6, the upper .surface 41 is not necessarily parallel to the lowersurface 41" of the'pad, but is preferably transversely tilted or canted as shown, to provide a cant to the rail. As shown lin HGURE 6, the thinner side of Ythe pad 40 is pointed toward the `inside of the track, and the thicker `portion 'is pointed away 'from the track to provide a icanting of 'the rails 4rof the vtrack toward one another.

`The vrail is secured to the Aanchor seal rail abrasion l pad V40 and the lpad 1secured to the cross tie by means 'directly against the ridges on the upper vsurface of .the

rail abrasion pad 20 .and the top surface of 4thetierplate bears against vthe ridges Vof .the lower surface of .the pad. The forward motion of the rails is substantially climinalt'ed by the action of these ridges, which run in @a direction transverse to the .length of the rail. The sidewise pressure of the rail has a tendency .to force the rail abrasion lpad toward the outside of the tie plate 13, .and this action is resisted by the upstanding shoulders of the tie plate. The forward motion which is transmitted .from Ithe rail to the tie plate 13 is resisted by the spikes 15, the surface conguration of the tie pad .30 assisting in .this regard. The spikes '15 especially because of the .resilient mounting of the .tie plate 13 to the cross tie ,110., 'cannot hold the tie plate 13 with sufficient rigidityto prevent the sidewise displacement of .the tie plate 13 with respect to the tie 10, which ,results `from the very great sidewise pressure exerted by the wheels of the train upon the rails. The ridges 33 and depressions .34 on the upper and lower surfaces of the anchor seal .tie pad .3ft which .run in a direction generally parallel with the length of the rail provide .the additional resistance to sidewise displacement necessary to substantially .limit any tendency of the tie plate 13 from being displaced from its .original position with respect .to the length of the tie 1l).

YWith reference to FIGURE 6 of the drawing, an altermate embodiment of the invention in which no tie plate Yis employed is illustrated. It can be seen that :the upper and lower surfaces of the anchor .seal .rail abrasionV pad .40 ypossess irregular surfaces generally designated as 4:1 and 41', respectively.y These surfaces contain ridges 42 .and 42', respectively, and depressions 43 and 43', rerspect'ively. The grain .of .the irregular upper surface 4:1

of spikes 44, driven through the lpad and into the tie'. The under surface 45 vof the head ofthe spikes bears against the `upper surface ofthe 'base ofthe rail to secure it Ain conventional manner.

vDetailed .description i 'The pads of the present invention are made of the highest-grade olf `pure natural rubber composition, which includes, however, the usual fillers, accelerators, catalysts, etc., which are conventionally employed in the manuyfacture of sucherubber products. The pads of the subiect invention .must be of such material strength that they not pull apart, :rip -nut at lthe spikes or compress zunequa'lly in different sections thereof, which Iwould re- Isuit in canting of the outwardly on curves or widen- -iing of the gauge `of 1theftrack. The pads are subjected to continual shock, impact and vibration, as well as wide temperature variation, inclement weather, and corrosive liquids, .and it is Aimperative that the :resiliency .of .the pad .does not deterioradazunder :such abuse. Consequently, the

inclusion of substantial .proportions of Asynthetic rubber nf various types or reclaimed rubber would be highly detrimental, andthe term natural 'rubber composition" is intended to include rubber compositions .containing as essential .ingredients natural rubber, 'together with site chemicals normally employed .in the manufacture thereof, and to `exclude .the presence of substantial pro.- portions tof either synthetic or reclaimed rubber. In this regard, it is :of Ainterest-:to .note that the presence of .synthetic .rubbers tends to make the pads vslippery when wet, which is, of course, highly objectionable.

'With particular reference .to the rail abrasion pad 20, these pads may vary thickness from a minimum of l inch, .and normally would have `a maximum thickness .of about da inch. The vvrail abrasion pad 20` possesses .strong and thick :rubber shoulders, .and these shoulders engage the edges of the steel tie plate `and .secure the pad in permanent position with respect thereto. Suitable :dimensions'for these shoulders are ./s inch by i@ .the .ridges are all i/ rableapparse The surface irregularities are generally formed in a regular pattern, the ridges and depressions thereof being of sufficient size to be easily visible to the eye. The surfaces of the pad 20 positioned between the rail and the tie plate possess ridges which have a direction perpendicular to ridges on the surfaces of the pad 30 positioned between the tie plate and the cross tie.

-In regard to the shape of the ridges and depressions, it is not essential that they have any particular configuration, and the depressions and ridges may be square or rounded and not too well defined, i.e., the ridge line need not be smooth, and may, in fact, be undulated, which undulations may provide a secondary series of alternate ridges and depressions at right angles to the first mentioned series, and small pits or craters may exist in the depressions.

In regard to the depth of the depressions, the depth is dependent upon the thickness of the ridges, and may varyfrom 1/s to 1%/2 times the ridge thickness, although the preferred range is from 1A to 1 times the ridge thickness.

The spaces between the ridges may also vary, a lower limit of Vs the thickness of the ridge being a minimum, and 11/2 times the thickness of the ridge being a permissible maximum, although it is preferred to employ a spacing of about 1A to 1 times the thickness of the ridge.

As has been previously stated, the direction of the ridges on the rail abrasion pad 20 is generally transverse to the length of the rail. This does not mean that the direction of the ridges is necessarily perpendicular to the length of the rail, although it might well be so. The direction of the ridges may frequently run as much as approximately 30 oif the perpendicular and still be usable.r

In regard to the number of ridges per inch of pad surface, variation between 15 and 60 ridges per inch is permissible, although it is generally preferable to have between 20 and 45 ridges per inch.

With reference to the anchor seal tie pad 30, the thickness may range from a minimum of approximately Vs inch to a maximum of approximately inch, the surface configuration of the anchor seal tie pad 30 being the same as that for the rail abrasion pad 20; however,

the direction ofthe ridges is generally parallel to the length ofthe rail, althoughthe same variation in shape, depth, number, spacing and direction of the ridges and depressions is permissible. 1

With reference to the surface configuration" on the anchor seal rail abrasion pad 40, it shouldA be noted that the direction ofthe ridges on the upper and lower surfaces thereof will be approximately out of phase. For example, if the surface configuration on the upper surface of thepad 40 is perpendicular to the longitudinal direction of the rail, then ythere should be ridges on the lower surface of the pad 40 which are parallel to the length ofthe rail. The direction of the ridges on the upper surface ofA the vpad is preferably perpendicular to the length of the rail. However, great variation in this evo regard is permissible, .and so. long as the direction of 'the 1mere roughening of the surface to increase the coefficient Vof friction of the material will not serve to substantially `reduce the tendency of the rail to creep or the tendency of the tie plateT toward sidewise displacement. While 6 such a roughening conceivably'might-have some'benel fcial-efect', such effect would not be sucient to prevent motion, and consequently, would be without great utility', On the other hand, the utilization of large corrugations or tread, such as may be found on the tread-of conventional automobile tires, is likewise unavailing, since when such large corrugations are resorted to, the ability of the rubber pad to resist great compressive forces is greatly impaired, and there is a tendency for these ridges to bend, rather than merely compress. l

When producing the irregular surface of the present invention, the rubber may be molded between dies o f suitable configuration to produce the desired ridge structure. For example, the dies of the mold may be scored to form 36 parallel depressions to the inch, each depression being $64 inch wide and 3%4 inch deep. The irregular surface of the present invention may b produced in other manners as well. For example, a woven fabric may be employed to provide a suitable configuration as by rolling the rubber in sheet form tightly upon a reel together with an intermediate layer of separating fabric. The wound reels are then placed in an oven or some other suitable vulcanizing chamber, and the rubber vulcanized to produce on both surfaces o f the sheet of rubber a complementary image of the surface of the separating fabric. When this technique is employed, the crossing points of the threads in the fabric produce a multitude of closely spaced pits or craters, as well as a series of alternate depressions and ridges. There may be from 200 to 1,000 of such pits or craters per square inch with the individual pits or craters being approximately $64, inch in depth.

The following are illustrative examples of fabrics which may be operatively employed:

Weight of fabric Weave of fabric (ounces): C1) 8.9 38 x 38 (2) 9.25 30 x 30 (3) 11.65 32x28 (4) 14.0 23 x 23 (i5) 17.25 23 x 23 in the thinner sheets of rubber. On the other hand, when .employing anchor seal tie pads 30 of approximately ya inch in thickness, it -is necessary that holes be prepunched inthe rubber for the passage of the railroad spikes therethrough. The prepunched holes are Tmade smaller'than the diameter of the spike which is to be employed, so that the rubber in the pad surrounding the spike will press against the spike and function to seal the structure against the ingress of liquids. t

It is also necessary for spikes to' -pass through the `anchor seal rail abrasion pad 40, and since this pad is usually thicker than 1/4 in ch, it is necessary to prepunch these pads in the same manner as the thicker anchor sealtie pads.

In regard to the thickness of the pads, thethicker pads are intended for use on ties supported by solid or `rigid structures, such as bridges, tunnels, trestles or concrete slabs, where the unyielding nature of the underlying supporting structure requires additional resiliency.

Summary The invention as described above provides new railtie units in which rubber elements cushion shock, distribute loads, prevent destructive abrasion, and seal out injurious liquids to avoid corrosion and electrolysis. In addition, the natural rubber pads of the invention con- 

